brown



(NG Model.) 7 Sheets- Sheet 1.

H. P. BROWN.

BLBGTRIG MOTOR GAR.

No. 449,752. Patented Apr. .7, 1891.

(No Model.) 7 Sheets-Sheet 2. H. P. BROWN.

ELECTRIC MOTOR GAR. No. 449,752. Patented Apr. 7,1891.

` 7 sheets-sheet 3.

(No Model.)

H. P. BROWN,

ELECTRIC MOTOR GAR.

No. 449,752. Patented Apr. 7, 1891.

(No Model.) 7 Sheets- Sheet 4. H. P. BROWN. ELECTRIC MOTOR OAR.

Nall/19,752. Patented Apr. 7,1891.

HOL; I Inver/ .l t.. e e h s w t e e h s 7 m N.o Ww Omnlu mM .w PR TU HE L E (No Model.)

No. 449,752. Patented Apr. 7,1891.

ig.. y

7 Sheets-Sheet 6.

(No Model.)

H. P. BROWN.

ELECTRIC MOTOR OAR.

No. 449,752. Pate11tedApr.'7,l801.

(No Model.) T Sheets-Sheet 7.

H. P. BRGWN.

ELECTRIC MOTOR UAR. No. 449,752. Patented Apr. 7.1891.

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UNITED STATES PATENT (NEIGE.

HAROLD P. BROVN, OF NEV YORK, N. Y.

ELECTRIC-MOTOR CAR.

SPECIFICATION forming part of Letters Patent No. 449,752, dated April *7, 1891,

Application tiled May 26, 1890. Serial No. 353,244. (No model.)

To all whom it may concern.-

Be it known that I, HAROLD P. BROWN, a citizen of the United States, residing in New York, in the county ot New York and State ot'vNew York, have invented a new and useful Improvement in Electric-Motor Cars, of which the following is a specification.

My invention relates to improvements in electric-inotor cars.

The object of my invention is to provide an electric-motor car of a simple, eflicient, and durable construction,and in which the armature-shaft of the motor may revolve continuously, while the speed of the car and amount of force communicated from the motor to the driving-wheels ot the car may be varied as desired or stopped entirely.

My invention consists in the novel devices and novel combinations of parts and devices herein shown and described, and more particularly pointed out in the claims.

In the accompanying drawings, which form a part of this specification, and in which similar letters of reference indicate like parts, Figure l is a side elevation ot a device embodying my invention. Fig. 2 is a plan view showing the motor and the rope connection 'from the motor-shaft to one of the car-axles. Fig. 8 is an enlarged detail sectional view of the driving-pulley and reducing-gear. Fig. 4 is a detail plan view showing the rope connection from the motor-shaft to both the caraxles. Fig. 5 is a side elevation of the rope connection shown in Fig. 4. Figs. 6 and 7 are modiiied arrangements of the rope connection. Fig. 8 is an end or face view of the reducing-gear. Fig. 9 is a section on line 9 9 ot' Fig. Fig. 10 is a detail side elevation of the truck, showing the mannerpof mounting the motor on the truck-frame and the particular method of supporting or suspending the truck-trame from the car-axles. Fig. ll is a detail plan view showing the combination of the carwheel brakes with the friction brake or device which controls or regulates the amount ot' power transmitted from the motor to the driving wheel or axle of the car. Figs. l2 and 13 are detail views of the brakewindla'ss and its double ratchet. Figs. 14 and l5 are detail views of the switch-lever and its pawl and ratchet or locking wheel. Fig. 1G is a detail view ot the switch; and Fig. 17

is a detail sectional view of a portion of the armature, showing the means for retaining the coils in place. Fig. 1S is a detail view of the motor-frame hanger. Figs. 19,20, 2, and 22 are detail views of the brush-holder. Figs. 23 and 24 are detail views showing the ropetightening pulley and its carriage.

In the drawings, A represents the car; B, the truck-frame; O, the car-axles, and O the bale-shaped levers or links by which the truckframe is suspended from the car-axles C, so as to permit a longitudinal movement or swinging ot' the caraxles to facilitate the movement of the car on or around a curve.

D is the motor-traine, D its armature, and D2 its field-magnets. The motor-frame is of a shell or hollow form and is provided with removable standards or supports D3, in which the armature-shaft D'l is journaled, so that by simply removing the bolts or fastenings D5, by which the standards are attached tol the motor-frame, the armature and its shai't maybe bodily removed from the motor-frame- This is a matt-eroi great couveniencein practical operation,as the armature is the part ot the motor which is most liable to get ont ot order and need repair. By so mounting it in the motor-trame that it may be readily detached and removed therefrom without disconnecting the motor from the car the removing, repairing, and replacing of the armature are greatly facilitated.

rlhe motor-frame D is supported from the truck-frame B by pivoted or swinging links DG. The bolts or pivot-pins DT, which pass through ears D8 on the motor-frame and by which the pivoted links D are connected to said frame, pass through rubber or other insulating and son n d-deadening cushions, washers, or packings, a suitable construction of which is shown in Fig. 18. By thus suspending the motor-frame by pivoted links or hangers from the truck-frame and by providing the connections between the hangers and frame with yielding' cushions l prevent to a very large extent the communication of the sound and other vibrations of the motor tothe truck-frame or car.

E F. are the commutator-brushes of the motor. Each ot' these brushes is secured to or mounted upon a pivotal or rotatable holder E, so that thebrush may be turned back out terbalance each other.

of the Way without disturbing the electric connections when it is desired'to remove the armature and its shaft from the motor-frame. The pivotal or rotatable holder E' turns upon a coupling-rin g E2, secured by a bolt E3 to the insulated bracket E4, attached to the ymotorframe. The rotatable holder E' and coupling-ring E2 are provided with locking-notches and projections e c', which engage each other and serve to hold the brush in its normal or operative position and in its retracted posi tion. A coil-spring E5 serves to press or hold the parts E' E2in engagement with each other. The brush-holder E' is furnished with a pivoted arm E6 and spring E7, by which the brush is pressed against the commutator-ring. By simply removing the coupling-bolt E3 the brush-holder and brush may be bodily removed when desired.

The armature-shaft D4 is provided with a grooved pulley CZ, by which, through a rope connection F, the power of the motor is communicated to a similarly-grooved driving-pulley G on the car-axle C. One loop of the rope connection F passes around a movable ropetight'ener pulley H. The rope-tightenerpulleyH is journaled upon a movable bracket or block H', which slides back and forth upon a suitable guide H2 on the truck-frame. The requisite tension is or may be put upon the rope connection F by a spring H3, which acts against the block of the rope-tightener pulley. The grooved pulley G revolves loosely lon the car-axle, being secured kor keyed to a revolving sleeve g, which ts and revolves loosely on the car-axle. The driving-pulley cZ on the motor-shaft is secured to the shaft between its bearings D3 D3, so that the tension or strain of the rope connection will not tend to cause a binding or angle strainv upon the motor-shaft or between the revolving armature and the field-magnets. To further balance the strain or tension of the rope connection upon the motor-shaft,l ordinarily in practicing my invention provide both caraxles with a pulley G, so that thetension or strain of the rope connection between the motor-shaft and the two car-axles will coun- To reduce as far as may be the motion communicated from the motor-shaft to the pulley or pulleys'G, the pulley CZ should be made as small as practicable and the pulley G as large as can be 'conveniently used.

K is a friction-wheel journaled to revolve loosely on the sleeve g, surrounding the caraXle C. This friction-wheel is provided with a bandV or other suitable brake K', which is tightened or applied by a lever K2, connected by a chain or line K3 with the brake-Wi'ndlass K4. rlhe friction-wheel K is provided with one or more (preferably two) studs 7c, on which are journaled pinions la' Zo', which mesh wi'th a pinion g', secured to or made integral ,withA the revolving sleeve g, and also with an internal gear c, keyed to the aXl'e C.l NVhen to hold the friction-wheel K from revolving and cause the wheel K to revolve more or less slowly orbe held stationary, according to the degree to which the brake is applied, and a .corresponding motion will thus be communicated through the gears g', Za', and c to the car-axle. When the brake is applied witha sufficient force to hold the friction-wheel K stationary, ,the motion of the sleeve g will be communicated to the gear c and axle C reduced in the proportion of three to one, as shown in the drawings. To diminish the friction asfar as may be, the gears g' 15,' and Y c are caused to revolve in oil, the oil-chamber N Nrepresent the brakes of the car. Each brake-beam is'furnished with a brake-lever n, connected by a link n' with an intermediate lever n2, whichis connected by a link and chain or othersuitable connection n3 with the brake-windlass K4. The chain n3 is reversely connected to the windlass in respect IOO to the brake of the friction-wheel K, so that the rotation of the windlass in the direction, necessary to apply' the brakes to the carwheels necessarily releases the brake from the friction -wheel K, and vice versa. By thus combining together the car-brake and the brake by which the driving-power is applied I am not only enabled by a single movement or'operation to both release the driving-power and apply the car-brake,but I also prevent the wasting of power incident to applying the car-brake while the'driving-power of the motor is acting'upon the wheels. To hold the brake-windlass in any desired position with either the car-brake or the drivingpower applied, as may be desired, I provide Vthe brake-windlass with a double ratchet 'Zc4 ntl a pawl-lever 705, furnished with two pawls M is the switch-lever by which the electric current is turned on or oft fronf the motor or the motor reversed. This-switch-lever M is furnished with a pawl m, which engages a notched wheelm', to prevent any accidental movement of the switch and the danger or accidents that may be occasioned therebv. At Fig. 16 thefswitch is shown. It consists simply of an arm m2, which is operated by the switch-lever M, connecting-link m2, switchlevers m4 m5, and the contact-points msm7 m8. In Fig. 6 I have shown a modification of .the rope connection wherein an idler or motionreducing pulley is journaled on one ofthe IOS IIO

a still further modification, in which two,

ropes F are employed for connecting the two axles and thus drivingthem both, the pulley Gr2 Gsbeing loose upon the axle, which serves as a counter-shaft for this pulley.

By combining the motor and car-axles with a rope connection for communicating the motion of the one to the other I am enabled to employ swinging hangers between the caraxles and truck-frame, so as to permit a longitudinal movement of the axles to facilitate the passage around curves, and by this same means I am also enabled to suspend the motor-frame by pivoted hangers from the truckframe. As the motoris thus suspended from the truck-frame by pivoted hangers, the motor-frame may be adjusted, as shown in Fig. IO, normally somewhat above the lowermost position which the pivoted hangers would permit it to occupy, so that the weight of the motor itself will tend to keep a proper tension upon the rope or flexible connections between the motor-shaft and the car-axles.

It will be noticed that in my invention the motor is so connected through the frictionwheel and planet-gear mechanism with the car-axle that the motor is permitted to revolve continuously while the car may be stopped, so that the momentum of therevolving armature may be utilized in starting the car, by which means I am enabled to greatly economize the amount ot' current or electric energy necessary for the practical operation of the car. This also adds materially to the durability'ot' the motor, as it is well known that the greatest danger of burningout or injuring the motor-armature occurs in the act of starting the car. The brake K is held from revolving with the friction-wheel K by means of a bail-shaped bracket or frame K5, which is mounted on the car-axle C, and is held from revolving by an arm KG, which engages a stationary part of the truck-frame.

In Fig. I7 a section of the revolving armature is shown. ringD is held in place by a separate loop or band holder (Z2. The coils d are sunk beneath the surface of the armature-ring, so that theirinsulation will not be injured by contact with the iioor or ground in handling the armature. The sleeve g and pinion g', which are preferably made integral with each other, as indicated in Fig. 3, are split into two halves longitudinally, the parts being held together bythe ring c2, the collar k3, and by the p Lilley-wheel G, so that this sleeve and gear, which is the part most subject to wear, can be removed from the car-axle without disturbing the carwl1eel. vTo do this it is only necessary to slip the collar G to one side on the axle and then in like manner slip the pulley G, collar 7c3, and friction-wheel K.

I claim-- Each coil d of thearmature` l. The combination, in an electric-motor car, of an electric motor having a revolving shaft, a grooved driving-pulley, to which motion is communicated from said shaft, the car-axle, a grooved pulley by which motion is communicated to said axle, a rope connection between said pulleys for communieating motion from the motor to the car, and a rope-tightener pulley, substantially as specitied.

2. The combination, in an electric-motor car, of an electric motor having `a revolving shaft furnished with a driving-pulley, the car-axle furnished with a pulley and a rope connection between the motor and axle, and a rope-tightener pulley around which one loop of the rope connection passes, substantially as specified.

3. In an electric-motor car, the combination of the truckframe,the car-axles, pivoted or swinging hangers supporting the truckframe from the car-axles, so that the caraxles may have a longitudinal movement, an electric motor supported ou the truck-frame, and a rope connection between the motorshaft and its pulley and the car-axle and the drivin g-pulley thereon, substantially as specified.

4. In an electric-motor car, the combination, with the frame, of a motor suspended therefrom on pivoted hangers, substantially as specified.

5. In an electric-motor car, the combination, with the frame, of a motor suspended therefrom on pivoted hangers, the connections between said hangers and motor-frame having rubber or elastic cushions, substantially as specified.

6. In an electric-motor car, the combination of an electric motor with the axle of the car furnished with a revolving sleeve and pulley, a rope connection between the motorshaft and said pulley having two or more loops, a rope-tightener pulley around which one loop of said rope connection passes, an internal planet-gear motion reducing mechanism for communicating the motion of said pulley and sleeve to the car-axle, and a friction-wheel and brake whereby more or less power may be communicated to the axle, as desired, substantially as specilied.

7. rlhe combination, in an electric-motor car, of an electric motor, a grooved drivingpulley connected thereto, the car-axle, a second grooved pulley, and a rope connection between said two groovcd pulleys for communieating motion from one to the other, one of said pulleys being loose and furnished with a friction-gear connecting mechanism, substantially as specified.

8. rFhe combination, in an electric-motor car, of an electric motor having a revolving shaft, a grooved driving-pulley to which motion is communicated from said shaft, the caraxle, a grooved pulley from which motion is communicated to said axle, and a rope connection between said. pulleys for communi- IOO IIO

cat-ing motion from the motor to the car, said rope connection having two or more loops, and a ropetightener pulley aroundwhich one loop of said rope connection passes, substantially as specified.

said pulleys and over one or moregrooves on g v the other of said'pulleys, and a tightener-pulley set at anangle `and taking the rope from one groove (say the firstgroove) of the pulley having the greatest nulnberof grooves and returning the rope to the last groove of said pulley, substantially as shown,

10. The combination of the car-,axle C, driving-pulley G, sleeve g, friction-wheel K, its brake K', stud la, gear k', andinternal gearc,

fast to the axle of the car, substantially as specified.

11. The combination of the car-axle C,pul

ley G, sleeve g, friction-wheel K, its brake K',

stud k', gear k, internal gear c, secured to the axle of the car, an electric motor, and a rope connection between said motor and car-axle,

substantially as specified.

12. The combination of a carl with themofurnished with insulating, and. noise-deadening cushions, substantially as specified.

13. In an electric-motor car, the combina-` tion of a car and its axles with amotor having a revolving shaft furnished with apulley anda rope connection from the motor to the car-axle, said motor being supported onvpivoted hangers, whereby the weight of the mof'tor tends to tighten the rope connection, sub

stanti-ally as specified.

14. The combination of a car and caraxles nicating the motion from the motor to the car-axles, whereby the weight of the motor is utilized to keep a tension on the ilexibleconnection, substantially as specified.

1 5. The combination, with a car, of an electric motor having a frame furnished witha removable standard to support the armature, a grooved driving-pulleyl on the armature-shaft, the car-axle, a grooved pulley the power from thenmotor to the car-axles, and a rope tightener pulley, said rope being removable from its pulleys, wherebythe armature and its shaft are adapted to be removed bodily with ease, substantially as s'pecified.

tion, with a motor, of the car-axles, agrooved driving-pulley on the armature-shaft, grooveld ing from the motor to both axles, whereby the tensionor strain of the rope connection on the motor-shaft is neutralized, substany.tially as specified.

17. In an electric-motor car, thecombination, with a motor, of the car-axles, pulleys on the motor-shaft and on the axles, anda rope connection for transmitting power from the motor to the car-axles, oneof saidaxles serving as a counter-shaft fora pulley to ren duce the speed ofv revolution without theuse of gears, substantially as specified.

18. In an electric-motor car, the combination, with an electric motor `having va removable` armature, of a pivotedv brush-holder mounted uponthe motor-frame so that the .brush maybe swung backto permit the re- ;moval of the y armature without disturbing f `any of the electrical. connections, a grooved 4driving-pulley connected with the armatureshaftI and a second.. grooved pulley connected with thecarI-axle, anda rope connection betwe'en said pulleys, 'substantially as specified.

19. Iny an electric-motor car, the combinaftion, with a motor having an armature-shaft furnished witha driving-pulley between the bearingsof said shaft, of the car-axle having a pulley and a ropeor flexible connection from ,the'vmotor-shaftpto the axlel passing astride the field-magnets ofv the motor, substantially .as specified'.

tor suspended therefrom on pivoted hangers 20. The combination of the car-axle C with .pulley G, sleeve g, keyed to said pulley, fricytion-wheel K, loose on said sleeve, brakeK, -gear k', journaled to a stud on said frictionwheel, gear g', fast to said sleeve g, and internal'gear c, secured to the axle, substan- `tially as specified.

21. The combination of the car-axle C with pulley G, sleeve g, keyed to said pulley, friction-wheel K, loose on'said sleeve, brake K',

gear]c', journaled to a stud on said frictionwheel, gear g', fast to s'aid sleeve g, and internal gear c, secured to the axle, said gear g' and sleeve gbeing split longitudinally to facilitate therremovaL substantially as specified.

22. The combination of the car-axle C wit ,pulley G, sleeve g, keyed to said pulley, friction-wheel K, loose on said sleeve, brake K', l, gear lo', journaled to a stud on said frictionwheel, gear g', fast to said sleeve g, internal gear c, said gear g and sleeve g being split lonygitudinally to facilitate the removal, and a y v. ring c2, substantially as specified.

thereon, a rope connection for transmitting 23. The combination of the car-axle C with pulley G, sleeve g, keyed to said pulley, friction-wheel K, loose on said sleeve, brake K', gear 7c', journaled to a stud on said friction- =`wheel, gear g', fast to said sleeve g, internal g gear c, oiler L, and oil-ducts l, substantially ,as specified.

16. ln an electric-motor car, the combinal 24a The combination of the car-axle C with pulley G, sleeve g, keyed to said pulley, fric- IOO nal gear c, said gear c and Wheel K having overlapping countersunk shoulders c3 k2, substantially as specified.

25. The Combination of the ear-axle C with pulley G, sleeve C, keyed t0 said pulley, frietion-Wheel K, loose on said sleeve, brake K', gear 7e', journaled to a stud on said frictionwlieel, gear g', fast to said sleeve g, and internal gear c, said gear c and Wheel K having overlapping eountersunk shoulders c3 k2 and said internal gear c being provided with a packing-ring c* to form an oil-chamber, substantially as speeiiied.

2G. The combination of the ear-axle C with pulley G, sleeve g, keyed to said pulley, frietiou-Wheel K, loose on said sleeve, brake K', gear 7o', journaled to a stud 011 said frictionwheel, gear g', fast to said sleeve g, internal gear o, and covering-plate K7, substantially as specified.

27. The combination of the oar-axle C with pulley G, sleeve g, keyed to said pulley, friotion-wheel K, loose on said sleeve, brake K', gear k', journaled to a stud on said friction- Wheel, gear g', fast to said sleeve g, internal gear c, said gear c and Wheel K having overlapping oountersunl; shoulders c3 k2 and said internal gear c being provided with a packing-ring C* to form an oil-chamber, and

Covering-plate K7, substantially as specified. 3o

HAROLD P. BROWN. TWitnesses:

A. M. BIRDSALL, ALFRED G. COALE. 

